A REVIEW PAPER ON DESIGNING OF SUSPENSIONLESS
VEHICLE
Prof. A.D.Anjikar1
Ashendrakumar pal2, Aditya wani3, Jinish rachh4, Himanshu gourkhede5
Department of Mechanical Engineering, Priyadarshini Bhagwati College of Engineering,
RTMNU University, Nagpur
ABSTRACT
This paper concentrates on explaining the
design and engineering aspects of making a
Go Kart.Go-Kart racing is a constantly
growing concept all over the world. Go-Kart
is four wheeled vehicle designed for racing
and in some countriesfor enjoyment purpose
too.it is not a factory made product and not
for the mass production it is for the
competition of designing and manufacturing
in small workshop itself.This paper explains
objectives, assumptions and calculations
made in designing a Go-Kart. The primary
objective is to design a safe and functional
vehicle based on rigid and torsion free frame.
The design is chosen such that the Kart is
easy to fabricate in every possible aspect.
1. INTRODUCTION
There are many motor sports in the world.
Bikes, cars, formula one are the example of
them. The drivers in these are very
professionals and accurate. They drive them
very fast. But there is also motor sport which
does not need professional driver and no need
of such grate speed. Such a motor is called as
Go-kart.The Go-kart is a vehicle which is
compact, simple, lightweight and easy to
operate. The go-kart is designed for flat track
racing so, its ground clearance is very small as
compare to other vehicle hence it skips the
suspension. Roll Cage can be called as skeleton
of a vehicle Chassis usually refers to the lower
body of the vehicle including the tires, engine,
frame, driveline and suspension. Out of these,
the frame provides necessary support to the
vehicle components placed on it. First a proper
design of the frame or the roll cage is
carriedout. The pipes are cut in the required
lengths. If required, bending of the pipes are
also done. Then notching is done of these pipes.
These pipes are then joined or connected by
welding them together.
We approached our design by considering all
possible alternatives for a system and modeling
them in CAD software SOLIDWORKS and
subjected to analysis using ANSYS based on
analysis result, the model was modified and
retested and a final design was fixed. The
design process of the vehicle is based on
various engineering aspects depending upon
We have to set up some parameters of our
design.
2. DESIGN OF KART
The following design methodology was used
during design:
• Requirements
• Design calculations and Analysis
• Considerations
• Testing
3. DESIGN
The main part in the designing is the design of
frame OR chassis.
 CHASSIS
Weight and operator ergonomics. The number
one priority in the chassis design was driver
safety and Finite Element Analysis (FEA), the
design assured.
Frame design is divided into the two major
parts:
1. The front block (cockpit) for steering and
seat position, etc.
2. Rear block (engine compartment) for
transmission and brake assembly.
ISSN (PRINT): 2393-8374, (ONLINE): 2394-0697, VOLUME-6, ISSUE-1, 2019
21
INTERNATIONAL JOURNAL OF CURRENT ENGINEERING AND SCIENTIFIC RESEARCH (IJCESR)
Both the blocks are separated by the firewall.
The frame model can be viewed as shown
below.
1tonload on front ,rear and both sides of
chassis. This gives safe result for chassis.
Fig:- Chassis structure
FIG:-ANSYS MODELOF GO-KART CHASSIS
 DESIGN PARAMETERS
WHEELBASE: The distance between the
centre of front and rare wheels is known as
wheel base. 1066.8
OVERALL LENGTH OF VEHICLE: The
length of the vehicle with bumpers and
bodywork. 1676.4 mm
TRACK WIDTH:- Distance between the left
and right tyres is called track width.
Front :-965.2mm
Rear :-990.6mm
4. ENGINE AND TRANSMISSION
Engine can be select according to our
requirement and necessity.
 MATERIAL 0F FRAME
The material may be of circular or rectangular
section.The material which is used in the frame
design should have good weld ability relatively
soft and strengthens as well as good machine
ability. A good strength material is selected
while designing the roll cage in order to absorb
as much energy as possible to prevent it from
fracturing at the time of high impact.
Like AISI-1018 can be choose for the chassis
because it has structural properties to provide
the low weight to strength ratio.1-inch diameter
tube with a wall of thickness of 2mm is used.
These above mentionproperties satisfy the
technical requirements of material which is to
be used in a frame.
 JUSTIFICATION
Round hollow tubes are light in weight and can
sustain more load and impact under the static
and dynamic condition.
 ENGINE SPECIFICATIONS
Configuration
Value
Engine Technology single
cylinder
,
4stroke,air cooled ,
OHV(Over
Head
Valve)
Maximum Power
11 hP
Gross Torque
11N-m
Bore*Stroke
52.4*57.8
Displacement
124.7cc
Dry Weight
28.5
Fuel Capacity
5 lit.
Assuming transmission efficiency = 80%
Gross weight of the Kart = 170kgs
Number of teeth on CVT output = 54
Number of teeth on rear shaft sprocket
=36Ratio = 0.5:1
SPEED Gear
SPROCKET FINAL
(RPM) Ratios RATIO
RATIO
6500
3.076 0.5
1.538
6500
1.994 0.5
0.997
6500
1.473 0.5
0.736
6500
1.19
0.5
0.595
6500
1.038 0.5
0.519
 CALCULATIONS
Speed = (circumference of the wheel
* rear shaft rpm) / (60*1000) m/s
= (∏*11*25.4*852.27)/(60*1000)
 DESIGNING AND ANALYSIS
= 12.468 m/s
We had done designing of the chassis on
= 44.86 km/hr.
CREO,CATIA,AUTO-CAD, software and
Drive torque = engine 1torque * reduction *
analysis using ANSYS software by applying
efficiency
=7.5*16*0.66*0.8
ISSN (PRINT): 2393-8374, (ONLINE): 2394-0697, VOLUME-6, ISSUE-1, 2019
22
INTERNATIONAL JOURNAL OF CURRENT ENGINEERING AND SCIENTIFIC RESEARCH (IJCESR)
= 63.36 Nm
Drive force = drive torque/radius of wheel
= 63.36*1000/5.5*25.4
= 453.54N
Acceleration = Drive Force/mass
= 453.54/160
= 2.83 m/s2
5. STEERING SYSTEM
There are following types of steering systems
like Rack and pinion, recirculating ball and nut,
worm and sector and power steering.
Mechanical arrangement is planned to be used
this type of steering system was selected
because of its simple working mechanism and a
steering ratio of 1:1 so to simple we have used
mechanical type linkage.
This steering geometry is having 99%
Ackerman and also gives 60degree lock to lock
turn of steering wheel which is very suitable for
the race track as it allows quick turns with a
small input and being more precise at the same
time. We also attain a perspective turning radius
about 2.8meter.
 COMPONENTS DIMENSIONS
COMPONENTS
DIMENSIONS
Tie Rod
14 inch x 0.5 inch ϕ
King-Pin
3 inch x 1.5 inch x
11mm ϕ
Bracket
3.5inch x 2.5inch x
0.5 inch
1inch x 2inch x 10
mm ϕ
Pit-man arm
Bolt
Steering shaft
10 mm ϕ
Steering wheel
10 inch ϕ
20 inch x 1 inch ϕ
According to the Ackermann geometry the front
tyres will rotate about the mean point as a result
the entire force will act on the outer front tyre
on a corner.Thusthe cornering traction will be
primarily governed by the outer tyre.
We have chosen the mechanical linkage
because it is cheap, light in weight and easy to
design and manufacture.
 CONSIDERATION FOR STEERING
• Amount of steering wheel travelling is
decreased.
• It is simple and cheap
GEOMETRY
VALUES
Caster Angle
12 degrees
Camber Angle
0 degrees
King pin Inclination 10 degrees
Combined Angle
10 degrees
Toe-in
5 mm
Scrub Radius
9 mm
Minimum Turning 1.12 m
Radius
Maximum Turning 2.59m
Radius
 CALCULATIONS
Inner lock angle (θ) = (total steering wheel
rotation * 360) / steering ratio
= 37.9 degrees
Outer lock angle(ϕ)= cot ϕ – cot θ
= w / l = 24.54 degrees
Ackerman angle calculation: Tan α = (sin ϕ –
sin θ) / (cos ϕ + cos θ – 2) = 33.43 degrees
Ackerman inside angle: Ψ = tan-1 (WB / (WB /
tan ϕ – TW)) – ϕ = 13.33 degrees
Ackerman percentage: %Ackerman = ((inside
angle - outside angle) / (Inside 100%
Ackerman)) * 100% = 99.97%
Turning Radius(R max) Calculation
R min = length of wheel base / tan θ = 1.3m
R max 2= [R min + Wheel track width] 2
+Length of wheel base 2] = 2.8 m
6. BRAKING SYSTEM
As we are having the many other option to
select the braking system in vehicle but we get
the optimize result in using hydraulic disc brake
system.
The braking system has to provide enough
braking force to completely lock the wheels at
the end of a specified acceleration run, it also
proved to be cost effective. The braking system
was designed by determining parameters
necessary to produce a given deceleration.
Considerations for braking system selection:
You can choose the different disk and caliper
according to requirement of ground clearance
and the deacceleration you need to stop the
vehicle.
After making a market survey we have selected
the disk of Active 125 , and caliper of Apache
Rtr 180
ISSN (PRINT): 2393-8374, (ONLINE): 2394-0697, VOLUME-6, ISSUE-1, 2019
23
INTERNATIONAL JOURNAL OF CURRENT ENGINEERING AND SCIENTIFIC RESEARCH (IJCESR)
Reasons for selection for Activa 125 disc
• Thickness (4mm) is not too high.
• Outer diameter is 190mm which is in
accordance with our required design.
 CALCULATIONS
1. Gross weight of the vehicle
W = weight of the vehicle (with load
conditions) in kgs * 9.81
= 170*9.81
=1667.7N
2. Brake line pressure:
p = force on the brakes / area of master
cylinders (as pedal ratio is 4:1) (Assume the
normal force applied on the pedal: 350n)
= pedal ratio *force on the pedal / area of
master cylinder
= 4*350/(π/4)*(0.01)2
= 17.8343Mpa
3. Clamping force (CF):
CF = brake line pressure *(area of caliper
piston*2)
= 17.8343*( ( π / 4 ) * (25.4 * 10-3 ) 2 * 2 )
= 18064.6825N
4. Rotating force: RF = CF* number of caliper
pistons * coefficient friction of brake pads
=18064.6825*0.3*2 =10838.80N
5. Braking torque (tn) = rotating force*
effective disc radius 08=10838.80*0.095
=1029.68 N-m (torque available at the two tires
of the rear shaft)
6.
Braking
force=(braking
/tyreradius)*0.8
=(1029.68 / 0.1367)*0.8
=6025.51N
torque
7. Deceralation:
f=-ma(-ve sign indicates force in opposite
direction)
a=-B.f/m
=5586.0820/170
=-35.44m/s
8. Stopping distance:
v2 – u2 = 2*a*ds
(v=0,u=12.5m/s)
Stopping Distance =2.26meters
7. THE FINITE ELEMENT ANALYSIS
The aim is to carry out a design check of the
given Go-kart chassis under estimated loading
conditions and to minimize the weight of the
frame keeping Highest Possible Safety Factor.
Material of the tubes is to be assumed as AISI
1018, Hot Rolled with properties:
Syt = 610 MPa
Sut = 664 MPa
The following tests were used to check the
design by using ANSYS 15.0
1) Front impact test
2) Side impact test
3) Rear impact test
1. Front impact test: In this test chassis is
tested, when it strikes from Front.
Consideration :• Mass of the vehicle with driver
120 Kg
• Velocity of vehicle is 16m/s
• Consider impact time is 0.13 sec.
WD = ½ mv2
=
1/2 *120*162
WD = 15360 J
Calculating front impact force:
WD = (F* Displacement)
= F *(t*v)
15360 = F*0.13*16
F=7384.61 N
2. Side Impact Test:-In this test chassis is tested,
when it strikes from Side.
Consider impact time is 0.3 sec
Calculating side impact force:
WD = (F* Displacement)
=F *(t*v)
15360 = F*0.3*162
F=3200 N
3.Rear impact test :- : In this test chassis is
tested, when it strikes from Rear.
Consider impact time is 0.13 sec
Calculating front impact force:
WD = (F* Displacement)
= F *(t*v)
15360 = F*0.13*16
F=7384.61 N
ISSN (PRINT): 2393-8374, (ONLINE): 2394-0697, VOLUME-6, ISSUE-1, 2019
24
INTERNATIONAL JOURNAL OF CURRENT ENGINEERING AND SCIENTIFIC RESEARCH (IJCESR)
4.Rear impact test :- In this test chassis is tested,
when it strikes from Rear.
Consider impact time is 0.13 sec
Calculating front impact force:
WD = (F* Displacement)
= F *(t*v)
15360 = F*0.13*16
F=7384.61 N
Test
Total
applied
Force
(N)
Max.
Deforma
tion
Safety
Factor
Min.
(mm)
Front
Impact
7384.61
1.87
3.889
Side
Impact
Rear
Impact
3200
7384.61
2
1.9
17.53
1.82
8. SAFETY AND ERGONOMICS
 SEAT
The seat used in this kart is very light. It is
made of plastic material and is attached to the
chassis by four points only and can be adjusted
in an angle of back rest according to
requirement of the drivers comfort the back side
the angle of the seat is at 17 degrees which is
the good position of drivers body rest according
to the ergonomics point of view and is kept
almost parallel to the firewall. The seat
implemented in our go kart provides a good
combination of weight reduction and
ergonomics.
SPECIFICATIONS
VALUES
KNEE ANGLE
130 degrees
ELBOW ANGLE
108degrees
 KILL SWITCH:
Kill switch provided in our vehicle as a safety
to our driver in case of emergency. If driver
wants to kill the engine or stop the engine in
case of emergency so he pushes the kill switch
gently and our engine would stop. The
electronics are designed so that when the kill
switch is depressed power is disabled on
primary ignition coil of engine. Because the kill
switch function is achieved by using a pair of
diodes to simultaneously ground out the engines
primary coil current. One diode prevents the
engine from grounding through the relay and
the other diode prevents battery current from
flowing back into ignition coil.
9. CONCLUSION
In this way we design our Go kart chassis,
steering, braking system and the other
components of the kart.
The kart is designed according to the
requirement, need and the purpose of the kart.
So a detailed study of various automotive
system is taken as per our approach. Thus, this
design provides a clear insight in design and
analysis of our vehicle.
10. REFERENCES
• Automobile Engineering, By Kripal
Singh.
• Machine Design, By R.S. Khurmi
• Machine Design, By Shigley.
• Race car vehicle dynamics, By Milliken
& Milliken.
• Vehicle Dynamics, By Thomas Gillespi.
• Abhijit Padhi, Ansuman Joshi, Hitesh N,
Rakesh C “Increase Factor of Safety of
Go-Kart Chassis during Front Impact
Analysis” International Journal for
Innovative Research in Science &
Technology,Volume3,Issue04,Septembe
r2016.
ISSN (PRINT): 2393-8374, (ONLINE): 2394-0697, VOLUME-6, ISSUE-1, 2019
25